TW201823068A - Control system for a vehicle and a control method thereof - Google Patents

Abstract

The present invention discloses a control system (100) for a vehicle for regulating magnitude of current, including duration of current, supplied to a traction motor (103) of the vehicle. The magnitude of current is regulated based on vehicle based information including temperature of components (101, 102, 103, 104) of the control system (100), vehicle speed and throttle input.

Description

Control system for vehicle and control method therefor

The subject matter described herein relates generally to a control system for a vehicle, and particularly, but not exclusively, to a control system for regulating the current delivered to a power motor of the vehicle.

In the near term, there is an increasing demand for controlling emissions from automobiles, taking into account strict emission regulations. Therefore, some hybrid and electric vehicles (hereinafter referred to as EVs) are coming out in order to minimize emissions.

For example, a typical hybrid vehicle configured to be powered by an internal combustion engine, or a powered motor, or both, is replacing a conventional engine powered vehicle. The hybrid vehicles are configured to operate in different modes of operation, such as a single engine mode, a separate power motor mode, a hybrid sport mode, a hybrid economy mode, and the like. Furthermore, the hybrid vehicles also include a battery to power the power motor and an electronic control unit to control the input power supplied to the power motor. Typically, the hybrid vehicle is configured to operate in a separate power motor mode/electric mode during a vehicle launch condition as a predetermined drive mode. Therefore, in order to provide good initial acceleration of the vehicle at zero speed, it is required that the battery, power motor and electronic control unit should work together for high power supply. In other words, a short time high current is supplied to the power motor in order to achieve a high initial acceleration. However, the short-time high current is transmitted through the power motor due to a sudden rise in the temperature of the power motor, causing damage to the power motor winding. Therefore, even if the power motor can have a good short-time current capacity, most manufacturers still cannot utilize the maximum capacity of the power motor.

Therefore, it is necessary to control the passage of a high current through the power motor for a short period of time in order to avoid damage of the power motor winding while ensuring that the initial acceleration of the hybrid/electric vehicle is not impaired.

Known techniques involve the use of an additional temperature sensor for monitoring the temperature of the power motor and based on which additional current is pumped through the windings of the power motor for providing initial acceleration. . However, the use of an additional temperature sensor results in an increase in the overall cost of the power motor. Moreover, some known techniques have traditionally used the electronic control unit to store temperature related information of the power motor that is used to control the passage of current through the power motor. However, the use of the electronic control unit for storing temperature-related information of the power motor proves to be disadvantageous, especially when the vehicle is restarted, because the electronic control unit loses the previous one when the vehicle is intermittently switched off. Stored information containing temperature-related information about the power motor. Therefore, when the vehicle is restarted, the possibility of passing the high current through the power motor without considering its previous temperature increase is high, thus increasing the possibility of damage to the power motor.

Therefore, it is important to solve the problems set forth in this known prior art.

The present invention has been considered to accomplish the above.

It is an object of the present invention to provide a control system for a vehicle for regulating the amount of current supplied to a power motor of the vehicle.

Another object of the present invention is to provide a control system for a vehicle for regulating the duration of high currents that can be supplied to the power motor of the vehicle.

It is yet another object of the present invention to provide a control system for a vehicle that is capable of estimating the temperature of the power motor without using an additional power motor temperature sensor or a thermocouple.

It is still another object of the present invention to provide a control system for a vehicle comprising a battery having a battery management system capable of storing an electronic device before the ignition of the vehicle is switched off. The estimated temperature of the power motor calculated by the control unit.

Still another object of the present invention is to provide a control system including a battery management system that is capable of calculating the temperature of a power motor to be reached for a vehicle restart condition.

Thus, in view of the above and other objects, the present invention provides a control system for estimating an electric motor based not only on the initial acceleration condition but also on the vehicle travel and vehicle restart conditions. The temperature is adjusted to pass the current I _max through one of the power motors. A control system according to the present invention includes a plurality of sensors disposed at one or more locations of the vehicle, a battery unit having a battery management system, and an electronic control unit communicatively coupled to the battery management system And a power controller communicatively coupled to the electronic control unit and a power motor operatively coupled to the power controller.

According to a feature of the invention, the electronic control unit is configured to calculate a necessary pulse duration T_PulseDuration through which the high current _Imax can pass. The size or value of I _max is greater than a predetermined value. In particular, the electronic control unit calculates the necessary pulse based on a pulse duration limit estimated for each component of the control system including the battery unit, the electronic control unit, the power controller, and the power motor. The duration T_PulseDuration, the duration of the pulse for each component is limited to be estimated based on the estimated temperature of each component. In this embodiment, although the temperature of the power motor is estimated by the electronic control unit according to the phase current of the power motor, the phase current is calculated from the DC bus current thereof, and the battery unit is calculated. The temperature is derived using a temperature sensor disposed within the battery unit. Furthermore, the pulse duration limit for the electronic control unit is also calculated based on the temperature of the electronic control unit. Once the pulse duration limit is calculated for each component, the electronic control unit estimates the necessary pulse duration T_PulseDuration to initiate a trigger signal to be transmitted to the power controller, the power controller The passage of I _max is enabled upon receipt of the trigger signal. The T_PulseDuration is obtained by comparing the pulse duration limit for each member and selecting a minimum pulse duration limit value corresponding to any of the components as the necessary pulse duration T_PulseDuration. In addition to estimating the pulse duration T_PulseDuration necessary for the I _max that can be passed by the power controller, the electronic control unit also estimates that the current I _max can be transmitted to the power motor by the power controller. condition. For example, when the rate of rise of the throttle input is greater than a threshold throttle input value and the measured vehicle speed is less than the critical vehicle speed, the electronic control unit transmits a trigger signal to the power controller, the power controller is allowing current I _max passes the required pulse duration T_PulseDuration. In other words, the power controller allows the current I _max to pass the necessary pulse duration T_PulseDuration whenever there is a need for higher acceleration. However, in a condition in which the vehicle speed exceeds the critical vehicle speed, or when the measured duration of the current I _max cycle exceeds the required pulse duration T_PulseDuration, the power controller limits the passage of the current I _max , And a reference current I _{nom is} passed through the power motor. I _nom is a nominal current. The size of I _nom is less than the size of I _max . The plurality of sensors are adapted to transmit at least one data signal to the electronic control unit. The at least one data signal includes one or more of a temperature of the battery unit, a temperature of the electronic control unit, a temperature of the power controller, a temperature of the power motor, a throttle input, and a vehicle speed.

According to another feature of the invention, the control system is configured to store the estimated temperature of the power motor at the instant the ignition switch is turned off, and to further estimate the reduction to be achieved at the temperature of the power motor to facilitate The current I _{max can} pass through the corresponding necessary pulse duration T_PulseDuration of the power motor during the restart condition of the vehicle, so that even when the power motor is still hot, the power motor is not due to the sudden current I _max Damaged by the passage. In particular, in the present invention, the battery management system of the battery unit is configured to receive and store the estimated temperature of the power motor at an instant when the ignition switch is turned off, and is further configured to estimate the power motor The reduction in temperature will be achieved in order to enable the current _{Imax to} pass through the necessary duration of the pulse of the power motor during the vehicle restart condition T_PulseDuration.

Therefore, the control system according to the present invention takes into account various parameters including the temperature of the power motor and the temperature of the battery unit to help regulate the passage of the current I _max through the power motor, and thus enables to ensure that there is Minimal damage while ensuring that whenever there is a need for high acceleration, a sufficient high current is pumped through the power motor for achieving high acceleration. The present invention also functions as a cost effective means because it does not involve a temperature sensor or the use of a thermocouple for estimating the temperature of the power motor.

Furthermore, the present invention also describes a method of operation of the control system for regulating the passage of current _Imax through the power motor.

The summary of the invention is provided to illustrate the essential features of the invention and is not intended to limit the scope of the invention. The nature and further features of the present invention will become more apparent from the description of the appended claims.

The subject matter described herein relates to a control system for a vehicle that functions to regulate the current _Imax through a power motor of the control system. In particular, the control system acts to estimate that the current _Imax can pass through a necessary pulse duration T_PulseDuration of the power motor without causing damage to the power motor due to high temperatures.

Exemplary embodiments that detail the features of the control system in accordance with the present invention are described below. The embodiments described herein are applicable to a vehicle propelled by two or more power sources, including an internal combustion engine, the power motor, and a battery unit. However, the present invention is not limited to its application, and can also be applied to a vehicle using only the power motor and the battery unit, such as an electric vehicle. Furthermore, although the present invention has been exemplified for a two-wheeled vehicle, the application of the present invention is not necessarily limited to a two-wheeled vehicle, and can be applied to any vehicle including a three-wheeled vehicle and a four-wheeled vehicle.

As depicted in Figure 1, the present invention has been exemplified for a hybrid vehicle.

Referring to Figure 1, there is illustrated a hybrid two-wheeled vehicle (hereinafter referred to as "vehicle" 10) in accordance with an embodiment of the present invention. FIG. 1 is a side view of the vehicle 10. The depicted vehicle 10 has a frame-type assembly 15 that is of a step-through type. The cross-over type frame assembly 15 includes a head tube 15A, a main tube 15B, and a pair of side tubes 15C. In particular, the main pipe 15B extends downward from a rear portion of the head pipe 15A and then extends rearward in an inclined manner. Further, the pair of side tubes 15C extend rearward from the main tube 15B. Therefore, the frame assembly 15 extends rearward from a front portion F to a rear portion R of the vehicle.

The vehicle 10 further includes a plurality of body panels for covering the frame assembly 15 and being mounted to the frame assembly 15. In this embodiment, the plurality of body panels comprise a front panel 15FP, a leg shield 15LS, a cover under the cover 15SC, and a left and right panel 15SP. Furthermore, a glove box can be mounted to the leg shield 15LS.

A vehicle floor 12 is provided in a spanning space formed between the leg shield 15LS and the cover 15SC under the seat. Further, a seat assembly 25 is disposed above the cover 15SC under the seat and is mounted to the pair of side tubes 15C. A storage compartment (not shown) is disposed below the seat assembly 25. A fuel tank (not shown) is disposed below the storage compartment. A rear fender 26 for covering at least a portion of a rear wheel 27 is disposed below the fuel tank.

One or more suspension/shock absorbers 30 are disposed in a rear portion of the vehicle 10 for comfortable riding. Furthermore, the vehicle 10 includes a plurality of motors and electronic components including a headlight 35A, a taillight 35B, a transistor controlled ignition (TCI) unit (not shown), and an actuator power motor (not shown). And similar. A touch screen LCD unit in the form of a device display panel (not shown) is disposed on a handle 11 to display various operational drive modes, power flow patterns, and warning signals. The rear view mirror 13 is mounted on the right and left sides of the handle 11. The vehicle 10 is also provided with a hazard warning light (not shown).

An internal combustion engine 14 (hereinafter referred to as "engine") is disposed behind the underfloor 12 and supported between the pair of side tubes 15C. In particular, the engine 14 is supported by a swing arm 19. The swing arm 19 is attached to a lower portion of the main pipe 15B by a toggle link (not shown). The other end of the swing arm 19 holds the rear wheel 27. The rear wheel 27 and the swing arm 19 are connected to the opposite side frame 15C by a pair of shock absorbers 30 provided on both sides of the vehicle.

The hybrid vehicle 10 further includes a power motor 103 (shown in Figure 2) that is mounted to a hub of the rear wheel 27. In the present embodiment, the power motor 103 (shown in Figure 2) is a brushless DC (hereinafter referred to as BLDC) power motor. Furthermore, the power motor 103 is powered by a battery unit 102 (shown in Figure 2) disposed in the rear portion of the vehicle. An electronic control unit 101 (shown in FIG. 2) is also provided to control various vehicle operating modes depending on the source of power, the engine 14, the battery unit 102 that is conducted to the power motor 103, and both, For example, separate engine mode, separate power motor mode, and hybrid sport mode. The electronic control unit 101, the power controller 104, the plurality of sensors 105, the battery unit 102, and the power motor 103 form part of a control system 100 of the hybrid vehicle 10. The plurality of sensors 105 can include a first set of sensors to measure the temperature of the battery unit 102, battery voltage, battery current, SOC. The plurality of sensors 105 can also include a second set of sensors to measure the temperature of the power controller 104 and the temperature of the electronic control unit 101. The plurality of sensors 105 can further include a sensor to measure the throttle slope, a vehicle speed sensor, and the like.

The hybrid vehicle 10 is configured to be propelled by the engine 14 alone or by the power motor 103 alone or by the engine 14 and the power motor 103 at the same time. At zero vehicle speed, a rider can select any of the following four operational drive modes with the aid of a mode switch (not shown). The four operational drive modes of the hybrid vehicle 10 are: (a) a single engine mode in which the engine 14 provides power to the vehicle alone, and (b) a separate power motor mode, wherein the power motor 103 provides power separately to the a vehicle, (c) a hybrid sport mode in which the engine 14 and the power motor 103 together provide power to the vehicle, (d) a hybrid economy mode in which only the engine 14 or only The power motor 103, or both, provides power to the hybrid vehicle. The vehicle operating conditions include the vehicle speed and the vehicle rpm.

In other words, the rear wheel 27 of the vehicle is driven by the engine 14 alone or by the power motor 103 alone or by the engine 14 and the power motor 103. In particular, in accordance with an embodiment of the present invention, power from the engine 14 to the rear wheel 27 is transmitted by a transmission assembly that includes a drive system (not shown). However, when the power motor 103 is driven, the power from the power motor 103 is directly transmitted to the rear wheel 27. In the present embodiment, the power motor 103 is covered from at least one side by a power motor cover. In accordance with a feature of the invention, the power motor cover functions to at least partially cover/accommodate one or more portions of the drive system and thus form part of the drive system. On the other side of the axle, the power motor cover acts to receive a brake drum (not shown).

The vehicle 10 as described above includes a control system 100 as shown in FIG. As can be seen in FIG. 2, the control system 100 includes the electronic control unit 101, a plurality of sensors 105 adapted to transmit at least one data signal to the electronic control unit 101, and communicatively coupled to the electronic control unit 101. The power controller 104 is communicatively coupled to the battery unit 102 of the electronic control unit 101 and to the power motor 103 operatively coupled to the power controller 104. In the present embodiment, the electronic control unit 101 is powered by the battery unit 102, which has its own control unit, which is referred to as a battery management system (hereinafter referred to as "BMS"). . The BMS according to the present embodiment receives a signal from the electronic control unit 101 and transmits a signal to the electronic control unit 101. In particular, in the present embodiment, the BMS is configured to communicate with the electronic control unit 101 information relating to battery parameters including the temperature of the battery unit 102. In the present embodiment, the temperature of the battery unit 102 is calculated using temperature sensors from the plurality of sensors 105 disposed in the battery unit 102. Furthermore, according to the temperature of the battery unit 102 and other battery parameters such as battery voltage, battery current, SOC, and the like (which are detected by one or more of the plurality of sensors 105) ), BMS-based estimation of the current I _max that can be supplied to the motor to limit the power during the pulse duration t3 102 103 of a cell-based. The estimated t3 is sent to the electronic control unit 101.

In the present embodiment, the electronic control unit 101 is also configured to estimate its own temperature based on the inputs provided by the set of temperature sensors of the plurality of sensors 105 regarding the temperature of the heat sink. In the present embodiment, for the estimation of the temperature of the power motor 103, the power motor 103 is not provided with a separate temperature sensor or a thermocouple. However, the electronic control unit 101 is configured to estimate the temperature of the power motor 103. In particular, in accordance with a feature of the invention, the electronic control unit 101 is configured to calculate an estimated temperature of the power motor 103 using the phase current of the power motor 103. The phase current is calculated by the DC bus current of the power motor 103 by means of a formula stored in the electronic control unit 101 for the calculation of the phase current.

In accordance with a feature of the invention, the control system 100 is configured to adjust the current _Imax through the power motor 103 based on the calculated estimated temperature of the power motor 103 during vehicle launch and vehicle travel conditions. Still further, the control system 100 in accordance with another feature of the present invention is also configured to adjust the current _Imax through the power motor 103 when the vehicle is restarted after intermittently switching off the ignition. In particular, the control system 100 by the control system by current I _max of the time interval power of the motor to adjust the current through the power of the motor 103 of I _max. The steps involved in the adjustment of the current I _max through the power motor 103 are described in detail in the following paragraphs and are supported using corresponding flow charts.

3 is a diagram depicting the steps of operation of the electronic control unit during a vehicle launch condition, particularly for providing a high initial acceleration to the vehicle. In particular, the flow chart 200 in FIG. 3 represents the steps of the electronic control unit for adjusting the operation of current _Imax through the power motor during vehicle launch conditions and during vehicle travel conditions.

In a first step of operation of block 201, the electronic control unit 101 causes the vehicle to be started in an EV mode/electric mode and transmits a trigger signal to the power controller 104, which is a current I _Max passes through the power motor 103 for providing high initial acceleration to the vehicle. However, the power controller 104 only allows the passage of the current _Imax through the power motor 103 for a certain duration to avoid damaging the windings of the power motor 103. In particular, the electronic control unit 101 derives the necessary pulse duration T_PulseDuration for one of the passes of I _max by performing the steps from blocks 202-207. For example, in the present embodiment, the electronic control unit 101 continuously/dynamically monitors an accelerator input that is provided by at least one of the plurality of sensors 105. The electronic control unit 101 calculates the slope dtps_dt of the throttle input at block 202, which is the rate of rise of the throttle. The electronic control unit further estimates the temperature of the power motor by first estimating the phase current of the power motor at block 203, where the phase current is then estimated using the DC bus current. Furthermore, the electronic control unit limits the pulse duration limit t1 in which the temperature of the power motor is dominant in the blocks 204 and 205, and the pulse duration limit t9 in which the temperature of the electronic control unit 101 is dominant, and the temperature of the power controller is The main pulse duration is limited to t2. Furthermore, the electronic control unit receives, at block 206, CAN communication regarding the pulse duration limit t3 for which the temperature of the battery unit is dominant. In the present embodiment, although the electronic control unit estimates t1 according to the individual temperature of the power motor 103, the temperature of the electronic control unit 101, and the temperature of the power controller 104 calculated by the electronic control unit 101. T9 and t2; but the t3 as read by the BMS and transmitted to the electronic control unit is directly processed by the electronic control unit. After the estimation of t1, t9, t2, and t3, the electronic control unit 104 selects a minimum pulse duration limit value from the estimated pulse duration limit values t1, t9, t2, and t3 at block 207. To get the necessary pulse duration T_PulseDuration value. By selecting the minimum pulse duration limit value from the estimated pulse duration limit values as the necessary pulse duration T_PulseDuration, it is ensured that the current I _{max is} passed through the duration of the power motor to the temperature of the power motor. The temperature of the battery unit and the temperature of the electronic control unit itself are limited, and care is taken to ensure that any components that do not have the control system are subject to damage due to the passage of high currents.

After the necessary pulse duration T_PulseDuration for the passage of the current I _max is derived at block 207, the electronic control unit 101 also checks if the condition of the vehicle being ridden requires the passage of current I _max . For example, at block 208, the electronic control unit checks whether the slope of a measured throttle input (which is the rate of rise of the throttle) dtps_dt is greater than a critical slope of the throttle input or a critical input value of the throttle ramp rate dtps_dt_TH . If the measured throttle rate dtps_dt is greater than a threshold input value dtps_dt_TH of the throttle rate, the electronic control unit further checks the vehicle speed at block 209. If a measured vehicle speed is less than a critical vehicle speed, the electronic control unit is allowed to pass the current I _max . In other words, whenever there is more power required, especially when the rider is adding a throttle at a low vehicle speed, the electronic control unit dynamically allows the current I _{max to} pass through the power motor through the block 210. The duration of the T_PulseDuration is calculated according to the steps from 204-207. The throttle value, vehicle speed, and temperature of each component of the control system are received from the plurality of sensors 105 by the electronic control unit 101.

Further, at block 211, the electronic control unit also checks if the duration of the _Imax cycle through the measurement of the power motor 103 has exceeded the necessary pulse duration T_PulseDuration. If the measured duration (in seconds) exceeds the required T_PulseDuration, the electronic control unit 101 transmits a trigger signal to the power controller 104 at block 212, which stops the passage of the current I _max , And the nominal current I _{nom is} passed through the power motor 103. However, if the duration of the current _Imax measured by the power motor 103 has not exceeded the required pulse duration T_PulseDuration, then the electronic control unit 101 checks the measured vehicle speed at block 213. If the measured vehicle speed is greater than the critical vehicle speed, the electronic control unit 101 transmits a trigger signal to the power controller 104 that allows the nominal current to pass through the power motor instead of the current _Imax . Therefore, the control system 100 according to the present invention facilitates adjusting the current I _max through the power motor under different riding conditions while taking into consideration the temperature of the power motor, the temperature of the battery unit, and the temperature of the electronic control unit. by.

Still further in accordance with another aspect of the present invention, the control system 100 is also configured to communicate and store an estimated temperature of the power motor 103 for use during conditions in which the vehicle is restarted. In particular, the electronic control unit 101 of the control system 100 is configured to communicate the estimated temperature of the power motor to the BMS of the battery unit 102 under certain conditions. The flowchart 300 in FIG. 4 shows the step of the electronic control unit 101 transmitting the estimated temperature of the power motor 103 as calculated by it to the BMS of the battery unit. For example, as can be seen in FIG. 4, in a driving condition of the vehicle, the electronic control unit 101 dynamically calculates the estimated temperature of the power motor 103 as described in the previous paragraph. At block 301, the electronic control unit 101 checks whether the ignition is switched on, and in a condition in which the ignition switch is switched off, the electronic control unit 101 is immediately in the block 302 via the controller area network. A path (hereinafter referred to as CAN) communicates to communicate the estimated temperature of the power motor to the BMS of the battery unit 102, which is capable of storing the estimated temperature of the power motor for further use during conditions in which the vehicle is restarted. In all other cases, the electronic control unit 104 continuously calculates the estimated temperature of the power motor and the corresponding required pulse duration T_PulseDuration.

According to another feature of the invention, the control system 100 is also configured to calculate an estimated temperature of the power motor 103 for a vehicle restart condition. The flowchart 400 shown in FIG. 5 represents the steps involved in the operation of the BMS of the battery unit 102. In a condition in which the ignition switch of the vehicle is switched off, and wherein the BMS of the battery unit 102 receives the estimated temperature of the power motor 103 previously calculated and transmitted by the electronic control unit 101, the BMS is in the Block 401 of the flowchart checks if the estimated temperature of the received power motor 103 is greater than a predetermined threshold temperature. If the estimated temperature of the received power motor 103 is greater than the predetermined threshold temperature, then the BMS estimates a decrease in temperature at block 402 for the power motor to be achieved such that when the vehicle's ignition switch Upon being turned on intermittently after being switched off, the temperature reduction that is achieved is passed to block 403 to the electronic control unit. The electronic control unit 101, when receiving communication regarding the temperature reduction that the power motor 103 is to reach, calculates the current restart pulse duration T_RestartPulseDuration through which the current I _max can pass.

For example, FIG. 6 depicts a flow diagram 500 depicting a method by which the electronic control unit 101 can be used to adjust the passage of current _Imax during a condition of vehicle restart. Once the ignition switch is turned on after being intermittently switched off, the vehicle is restarted in the EV mode by the electronic control unit 101. Again, once the vehicle is restarted, the electronic control unit 101 receives an input from the BMS regarding the temperature reduction for the power motor 103 to be reached at block 501. Further, based on the received input regarding the decrease in temperature to be reached, the electronic control unit 101 estimates the restart pulse duration t1R of the temperature of the power motor 103 at block 502. The electronic control unit 101 also limits the t2R of the restart pulse duration limit t2R, which is the temperature of the power controller 104, and the restart pulse duration of the electronic control unit 101, respectively, in blocks 503 and 504. And processing the restarting pulse duration limit t3R based on the temperature of the battery unit received from the BMS. Furthermore, the electronic control unit 101 calculates the necessary values in block 505 by selecting a minimum restart pulse duration limit value from the estimated restart pulse duration limit values t1R, t9R, t2R, and t3R. Restart pulse duration T_PulseDuration. Thereafter, at block 506, when the power controller 104 receives the trigger signal for the necessary restart pulse duration T_PulseDuration from the electronic control unit 101, the allowable current I _{max is} transmitted through the power motor 103, This ensures that the current I _max is limited by the flow of the power motor 103 while the power motor 103 is still hot during the vehicle restart condition.

As is apparent from the teachings of the present invention, the control system in accordance with the present invention facilitates adjusting the passage of current through the power motor in all conditions including vehicle starting and restart conditions without compromising the being provided to the vehicle. The initial acceleration, which takes into account different parameters such as the temperature of the power motor and the temperature of the battery unit, does not involve the use of an additional temperature sensor or thermocouple for estimating the temperature of the power motor.

10‧‧‧Hybrid vehicles
11‧‧‧Hands
12‧‧‧Car floor
13‧‧‧Mirrors
14‧‧‧Combustion engine
15‧‧‧Frame components
15A‧‧‧ head tube
15B‧‧‧main tube
15C‧‧‧ side tube
15FP‧‧ front panel
15LS‧‧‧ leg shield
Coverage under 15SC‧‧‧ seats
15SP‧‧‧Left and right side panels
19‧‧‧ swing arm
25‧‧‧Seat components
26‧‧‧ Rear fender
27‧‧‧ Rear wheel
30‧‧‧ Shock absorbers
35A‧‧ headlights
35B‧‧‧ taillights
100‧‧‧Control system
101‧‧‧Electronic Control Unit
102‧‧‧ battery unit
103‧‧‧Power motor
104‧‧‧Power Controller
105‧‧‧Sensor
200‧‧‧flow chart
Blocks 201, 202, 203, 204, 205, 206, 207, 208, 209, 210, 211, 212, 213‧‧
300‧‧‧ Flowchart
301, 302‧‧‧ blocks
400‧‧‧ Flowchart
Blocks 401, 402, 403‧‧
500‧‧‧flow chart
501, 502, 503, 504, 505, 506‧‧‧ blocks
F‧‧‧Front part
Rear part of R‧‧

The above and other features, aspects and advantages of the present invention will be better understood from the following description and the accompanying drawings in which: FIG. 1 is a schematic diagram of a vehicle in accordance with an embodiment of the present invention. 2 is a schematic diagram of a control system in accordance with an embodiment of the present invention. 3 is a flow chart depicting the steps of a method of functioning an electronic control unit of the control system during vehicle launch and vehicle travel conditions. 4 is a flow chart depicting the steps of a method of the electronic control unit functioning during an ignition switch off condition. 5 is a flow chart depicting the steps of a method of operation of a battery management system of the control system during an ignition switch off condition. 6 is a flow chart depicting the steps of a method of the electronic control unit for adjusting the operation of current _Imax during a condition of vehicle restart.

Claims (18)

A control system (100) for a vehicle, the control system (100) comprising: a battery management system comprising a battery unit (102); an electronic control unit (101) communicatively coupled to the a battery management system; a power controller (104) communicatively coupled to the electronic control unit (101); a power motor (103) operatively coupled to the power controller (104); a sensor (105) communicatively coupled to the electronic control unit (101), the plurality of sensors (105) being disposed at one or more locations on the vehicle; The electronic control unit (101) is adapted to receive at least one data signal from the plurality of sensors (105), the electronic control unit (101) being configured to calculate a T_PulseDuration based on the at least one data signal, T_PulseDuration I _max for the period allowed by a necessary pulse duration, and I _max is a size larger than a predetermined current value. The control system (100) of claim 1, wherein the at least one data signal comprises a temperature of the battery unit (102), a temperature of the electronic control unit (101), a temperature of the power controller (104) One or more of the temperature of the power motor (103), the throttle input, and the speed of the vehicle. The control system (100) of claim 1 or 2, wherein the temperature of the power motor (103) is estimated by the electronic control unit (101) according to a phase current of the power motor (103), And wherein the phase current of the power motor (103) is calculated from the DC bus current of the power motor (103). The control system (100) of claim 1 or 2, wherein the temperature of the battery is measured by a temperature sensor of the plurality of sensors (105), the temperature sensor The battery unit (102) is disposed within the battery unit (102), and wherein the pulse duration estimation limit for the battery unit (102) is measured by the battery management system. The control system (100) of claim 1, wherein the electronic control unit (101) sends a trigger signal to the power controller (104) according to the T_PulseDuration, wherein the power controller (104) is The flow of the _Imax to the power motor (103) is allowed when the trigger signal is received, the _Imax being allowed to flow for the necessary pulse duration defined by the T_PulseDuration. The control system (100) of claim 1 or 5, wherein the T_PulseDuration is the battery unit (102) for the control system (100), the electronic control unit (101), and the power controller (104) And the pulse duration of each of the power motors (103) limits the estimation of a minimum pulse duration limit value of the recorded set of values. The control system (100) of claim 1 or 5, wherein the flow of I _max is allowed by the power controller (104) when at least one of a set of events is satisfied, the set of events comprising An event in which the rate of rise of the throttle is greater than a critical input value of the rate of rise of the throttle, and an event in which the measured vehicle speed is less than a critical vehicle speed. The control system (100) of claim 1 or 5, wherein the power controller (104) passes a reference current I _nom in the event that the measured vehicle speed is greater than the critical vehicle speed, the reference Current I _nom is a nominal current. A control system (100) of claim 1 or 2, wherein the battery management system is configured to store an estimated temperature of the power motor (103) at an instant when the ignition switch is turned off. The control system (100) of claim 1 or 9, wherein the battery management system is operable to estimate a decrease in the estimated temperature of the power motor (103) to be reached, wherein the power motor (103) The decrease in the estimated temperature is calculated in an event that the value of the estimated temperature of the power motor (103) at the instant of turning off an ignition switch is greater than a predetermined threshold temperature. The control system (100) of claim 1, wherein the T_PulseDuration is based on the battery unit (102), the electronic control unit (101), the power controller (104), and the power motor (103) The estimation of the duration of the pulse is limited. The control system (100) of claim 1 or 11, wherein each of the battery unit (102), the electronic control unit (101), the power controller (104), and the power motor (103) The pulse duration limit estimate is based on the at least one data signal from the plurality of sensors (105). I _max for adjusting one kind of control method of the transmission power of the motor vehicle (103), wherein the I _max is greater than a magnitude of the current of a predetermined value, and wherein the system control method comprising the steps of: allowing the I _max Passing the initial passage of the power motor (103) for a predetermined duration, wherein the initial passage of the _Imax is at the start of the vehicle; by being placed at one or more locations on the vehicle a plurality of sensors (105) for sensing at least one data, wherein the plurality of sensors (105) are communicatively coupled to an electronic control unit (101); the electronic control unit (101) receives the At least one data, estimated for a battery unit (102), the electronic control unit (101), a power controller (104), and the at least one data signal from the plurality of sensors (105) One pulse duration of each of the power motors (103) is limited, wherein the at least one data signal includes a temperature of the battery unit (102), a temperature of the electronic control unit (101), and a power controller (104) Temperature, temperature of the power motor (103), Gate inputs, and a vehicle speed; by the electronic control unit (101) calculates a T_PulseDuration, I allowed the T_PulseDuration for a duration required by a pulse _max, wherein the T_PulseDuration is directed to the cell (102 The impulse duration of each of the electronic control unit (101), the power controller (104), and the power motor (103) is estimated to limit a minimum pulse duration of the recorded set of values Limiting value; transmitting, by the electronic control unit (101), a trigger signal to the power controller (104), the trigger signal is based on the T_PulseDuration; by the power controller (104) from the electronic control unit ( 101) permitting the passage of a current when the trigger signal is received, the current being transmitted to the power motor (103), the magnitude of the current being calculated according to the satisfaction of a set of events, wherein the magnitude of the current is the event measured vehicle speed to the vehicle speed is greater than a threshold is I _nom, which is a nominal current I _nom, and wherein the magnitude of the current measurement of the vehicle speed Less than a threshold event is the I _max, I _max, and wherein the system is smaller than the amount of a T_PulseDuration sensed by the duration, which is T_PulseDuration for allowing a pulse duration required by the I _max of And wherein the magnitude of the current is reduced to the I _{nom in} an event that the duration of the passage of I _max is greater than the T_PulseDuration, wherein the magnitude of the I _max is greater than the size of the I _nom . The control method of claim 13, wherein the at least one data signal comprises a temperature of the power motor (103), and the temperature of the power motor (103) is estimated by estimating a DC bus current and estimating the power motor ( The phase current of 103) is estimated. The control method of claim 13, wherein the at least one data signal comprises a temperature of the battery unit (102), wherein the duration of the pulse according to the temperature of the battery unit (102) is restricted by CAN communication. Send to the electronic control unit (101). The control method of claim 13, wherein in the step of allowing the current to pass to the power motor (103), the set of events includes a measure that the throttle has a measured rate of rise greater than a rate of increase of the throttle. An event of a critical input value, wherein the magnitude of the current is _Imax in the event that the measured rate of increase of the throttle is greater than the critical input value of the rate of rise of the throttle. The control method of claim 13 wherein the step of calculating the T_PulseDuration comprises calculating a T_RestartPulseDuration of the _Imax through the power motor (103), the T_RestartPulseDuration being a required restart pulse duration, and wherein the T_RestartPulseDuration is based on A decrease in the temperature of the power motor (103) that will be reached. The control method of claim 13 or 17, wherein the reduction in the temperature of the power motor (103) to be reached is transmitted to the electronic control unit (101) by a battery management system, The battery management system is adapted to communicate in an event that the estimated temperature of the power motor (103) is greater than a predetermined threshold temperature.